![]() ![]() The placement of this engine helps the MX-5 RF maintain a nearly perfect 50/50 weight balance, while its unique. Its Skyactiv-G 2.0 engine delivers 181 hp and 151 lb-ft of torque to create an ideal power-to-weight ratio. It is my hypothesis that a CFD test with a larger test area will show an even larger low pressure region under the car. Drawing from the purity of the MX-5 Miata Roadster, the MX-5 Miata RF connects car and driver with elegance and ingenuity. You can see that the shallow ceiling pushes down the rear wake, which also reduces the amount of air expansion after the rear diffuser. So i decided to sacrifice the airflow around the top of the car so that you can better see what's happening around the diffuser. With a larger test area, the lines were not dense enough to show you what the diffuser was doing. Also you can see the boundaries of my test area does not fully envelope the car. There are still many real life variables to take into consideration like any underbody bracing, any gaps that would create turbulance, etc. But at the same time it still gives you a good idea of what would happen. My version of Solidworks or any CFD software does not give a 100% accurate visualization of what happens in real life. ![]() Since the rear belly pan proves to make a significant increase in the function of the diffuser, it will without a doubt become an option that I will be offering to my customers in the near future. The angle of my diffuser kit is adjustable, so this would be valuable information to know. So the next thing I would like to test is at what angle would the air not remain attached with a rear belly pan in place. But with a flatter under body including a flat rear sub-frame, the air remained attached to the diffuser at a steeper angle. The diffuser worked better at around 5-7 degrees. I have previously tested 11 degrees without the rear sub-frame belly pan, and it did not give good results. And that 11 degrees is not too steep of an angle. This shows that the airflow will remain attached to the diffuser's profile at 11 degrees. And notice how the airflow from the bottom of the car hits the top of the test area much earlier than the car without the diffuser. Also the overall size of the rear wake has decreased. In the second image you can see how the diffuser guides the air upwards creating the low pressure area that results in downforce.
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